JPH1047447A - Control device for continuously variable transmission - Google Patents

Abstract

(57) Abstract: A shift in a continuously variable transmission is determined in a mode corresponding to a difference in required shift speed, and a shift is performed at an appropriate shift speed. An upshift is discriminated into three types based on a change amount ΔTVO of a throttle opening TVO within a predetermined time and a throttle opening TVO (S6, S8). That is,
An upshift when the throttle is operated in the closing direction to substantially fully closed is determined as a foot release upshift (S7), and an upshift accompanying the closing operation up to the intermediate opening is determined as a foot return upshift ( S9) Further, an upshift with the throttle being substantially constant is determined to be an auto upshift (S10). Then, the fastest shifting speed is set at the time of the automatic upshift, the slowest shifting speed is set at the time of the upshift, and an intermediate shifting speed is set at the time of the upshift.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a continuously variable transmission, and more particularly, to a technique for optimizing a shift speed in a continuously variable transmission.

[0002]

2. Description of the Related Art Conventionally, as a method of controlling a shift speed in a continuously variable transmission, there has been a method disclosed in, for example, Japanese Patent Application Laid-Open No. 8-74958. In this system, the upshift is distinguished into an upshift when the throttle opening is substantially constant (hereinafter referred to as an auto upshift) and an upshift accompanying a change in the throttle opening, and the upshift is performed at different speeds. The shift control is performed.

[0003]

By the way, even in the case of an upshift accompanying the same change in the throttle opening, an upshift (hereinafter referred to as a foot release upshift) is performed when the operation of returning the throttle to substantially full closure is performed. ) And an upshift when an operation of returning the throttle to the intermediate opening (hereinafter referred to as a foot return upshift) was experimentally confirmed to have different shift speed requirements.

That is, in general, it is preferable to increase the speed of the up-shifting operation when returning to the foot from the up-shift, and the speed of the shifting operation during the up-shifting operation is relatively slow. When set to speed,
Even though the throttle is released, the rotation does not drop so quickly, giving the driver a sense of incongruity (see FIG. 7). Conversely, if the speed of the foot upshift is set to a relatively high speed suitable for the auto upshift, In addition, the rotation decreases too quickly, which also gives an uncomfortable feeling (see FIG. 6).

Incidentally, the gear ratios shown in FIGS.
1 / speed change ratio. However, in the above-mentioned conventional vehicle, since the same shift speed is given in the case of an upshift accompanying a change in the throttle opening, it is possible to cope with the difference in the required shift speed between the upshift and the upshift. There was a fear that the driver would feel uncomfortable when shifting gears.

Further, in the above-mentioned conventional apparatus, the downshift has only a configuration in which the shift speed for downshift is set, and does not have a configuration in which the type of the downshift is determined to change the shift speed. However, even with the same downshift, a downshift based on an acceleration request when the accelerator is depressed (hereinafter referred to as a depressed downshift) and a downshift performed with deceleration (hereinafter referred to as a decelerated downshift) It has been experimentally confirmed that the requirements for the shift speed are different, and in the case of the related art, there is a concern that the driver may feel uncomfortable even during a downshift.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and enables an upshift and a downshift to be more finely discriminated in response to a difference in shift speed requirements so that shift control can be performed in accordance with a more appropriate shift speed. The purpose is to.

[0008]

Therefore, a control device for a continuously variable transmission according to the present invention is configured as shown in FIG. In FIG. 1, the basic gear ratio setting means sets the basic gear ratio in accordance with the operating conditions, and the gear shift control means gradually brings the gear ratio of the continuously variable transmission closer to the basic gear ratio in accordance with a predetermined gear speed.

On the other hand, the upshift determining means performs the upshift control in the shift control means in a first shift mode in which the throttle opening is substantially constant and a second shift mode in accordance with a closing operation until the throttle is substantially fully closed. The mode is determined to be one of a mode and a third shift mode associated with a closing operation up to an intermediate opening of the throttle. Then, the shift speed changing means changes the shift speed in the shift control means for each shift mode determined by the upshift determining means.

According to this configuration, it is determined whether the upshift corresponds to one of the three types of the first shift mode, the second shift mode, and the third shift mode, and the upshift is performed at different shift speeds. Done. That is, according to the first aspect of the present invention, even if the upshift is caused by the same change in the throttle opening, the upshift when the throttle is closed to a substantially fully closed position (foot release upshift);
An upshift (foot return upshift) when the throttle is closed to an intermediate opening degree is determined, and the upshift is performed at different speeds.

According to the second aspect of the present invention, the shift speed changing means sets the fastest shift speed in the first shift mode and sets the slowest shift speed in the second shift mode. That is, the shift speed is set based on the magnitude relationship of the first shift mode> the third shift mode> the second shift mode. The first speed change mode is usually in an acceleration state with a constant throttle, and the basic speed ratio gradually changes. Therefore, in order to secure convergence to the basic speed ratio and avoid giving a feeling of rising, Relatively fast shifting speeds are required. On the other hand, the second
In the shift mode, the throttle is returned to the fully closed position,
Since a downshift request is generated due to a subsequent decrease in the vehicle speed, there is little need to follow the upshift request by the throttle closing operation with good response, and if the shift speed is excessively high, a sense of popping out will be given. Furthermore, the third shift mode is generally assumed to be a transition from acceleration to steady running, and the basic gear ratio changes in a stepwise manner by the throttle operation. When the speed is given, a sudden decrease in rotation occurs, giving a sense of incongruity. Conversely, when giving a relatively slow shift speed that is compatible with the second shift mode, the driver does not readily drop in rotation even though the throttle is returned, and Therefore, it is preferable to provide an intermediate shift speed between the first shift mode and the second shift mode.

According to a third aspect of the present invention, there is provided a throttle opening detecting means for detecting a throttle opening, wherein the basic gear ratio setting means sets the basic gear ratio based on operating conditions including at least the throttle opening. The upshift discriminating means, a change amount within a predetermined time of at least one of the throttle opening and the basic gear ratio,
It is configured to determine which of the shift modes corresponds to based on the throttle opening.

That is, since the basic gear ratio is set in accordance with the throttle opening, a stepwise closing operation of the throttle intended to shift from acceleration to a steady state or a stepwise closing operation of the throttle intended to decelerate: This causes a stepwise change in the basic gear ratio, and the throttle operating state corresponding to the second or third gear mode can be determined from the throttle opening or the amount of change in the basic gear ratio. The degree of the second and third shift modes can be determined from the degree.

According to a fourth aspect of the present invention, the amount of change for determining the second speed change mode is different from the amount of change for determining the third speed change mode. That is, the throttle operation speed is different between the throttle closing operation up to substantially full closing intended for deceleration and the throttle closing operation up to the intermediate opening intended for transition from acceleration to steady state. In response to the difference, the second and third
The shift mode can be determined.

The invention according to claim 5 is configured as shown in FIG. In FIG. 2, the basic gear ratio setting means sets the basic gear ratio in accordance with the operating conditions, and the gear shift control means
The speed ratio of the continuously variable transmission gradually approaches the basic speed ratio according to a predetermined speed. On the other hand, the downshift determining means performs the downshift control by the shift control means in a fourth shift mode associated with the opening operation of the throttle and a fifth shift mode associated with the deceleration.
It is determined to be one of the shift modes.

The shift speed changing means changes the shift speed in the shift control means for each shift mode determined by the downshift determining means. According to this configuration, it is determined whether the downshift corresponds to one of the two types of the fourth shift mode and the fifth shift mode, and the downshift is performed at different shift speeds.

According to a sixth aspect of the present invention, the shift speed changing means is configured to make the shift speed in the fifth shift mode faster than the shift speed in the fourth shift mode. According to such a configuration, the speed at the time of deceleration is made faster than at the time of a request for acceleration by depressing the throttle, so that a rapid increase in rotation at the time of depressing acceleration can be avoided, and convergence of the speed ratio at the time of deceleration can be ensured. .

According to a seventh aspect of the present invention, there is provided a throttle opening detecting means for detecting a throttle opening, wherein the basic gear ratio setting means sets the basic gear ratio based on an operating condition including at least the throttle opening. A fourth shift mode and a fifth shift mode based on a comparison between a change in at least one of a throttle opening and a basic gear ratio within a predetermined time period and a predetermined value. It was configured to be determined as either of the above.

That is, since the basic gear ratio is set in accordance with the throttle opening, it corresponds to the fact that the throttle is depressed based on the amount of change in at least one of the throttle opening and the basic gear ratio within a predetermined time. A downshift accompanied by a step change in the basic gear ratio can be determined. In the invention described in claim 8, the speed change control means sets a target speed ratio that follows the basic speed ratio at a predetermined speed, and a continuously variable transmission according to the target speed ratio. Speed ratio control means for controlling the speed ratio of the, the upshift determination means or the downshift determination means compares the basic speed ratio and a target speed ratio,
The shift is determined to be one of an upshift and a downshift, and the upshift and the downshift are each determined to be one of a plurality of shift modes.

For example, when the basic gear ratio changes stepwise in the upshift direction, the target gear ratio gradually changes in the upshift direction and approaches the basic gear ratio. Or downshift, it is possible to determine whether the shift is upshift or downshift. According to a ninth aspect of the present invention, the speed change control means sets a target speed ratio that follows the basic speed ratio at a predetermined speed, and a continuously variable transmission according to the target speed ratio. Speed ratio control means for controlling a speed ratio of the vehicle, a speed ratio calculating means for calculating a speed progress ratio based on the basic speed ratio and the target speed ratio, and the speed ratio is a predetermined value or more. And a shift speed return means for returning the shift speed to the reference speed when the speed becomes.

When it is determined that the progress ratio has exceeded a predetermined value and the target speed ratio (actual speed ratio) has sufficiently approached the change in the basic speed ratio, that is, the speed change has been substantially completed. Is determined, the speed is returned to the reference speed from the shift speed according to the previous shift mode. Note that, in the present application, the gear ratio = the output rotation speed / the input rotation speed.

[0022]

According to the first aspect of the present invention, the upshift in a state where the throttle opening is substantially constant, the upshift accompanying the closing operation until the throttle is substantially fully closed, and the upshift in the middle of the throttle opening. The upshift associated with the closing operation is discriminated from each other, and the upshift control can be executed at mutually different optimal shift speeds, so that it is possible to avoid giving the driver an uncomfortable feeling during the shift.

According to the second aspect of the invention, the convergence of the speed ratio can be ensured in the first speed change mode, and in the second speed change mode, it is possible to avoid a feeling of jumping due to an excessive speed change. In the three-shift mode, there is an effect that rotation can be smoothly reduced. According to the third and fourth aspects of the present invention, from the operation state of the throttle,
There is an effect that an upshift can be accurately determined, and an optimal shift speed can be set.

According to the fifth aspect of the present invention, the downshift associated with the opening operation of the throttle and the downshift associated with the deceleration are determined separately, and the downshift control is executed at mutually different optimal shift speeds. Thus, there is an effect that it is possible to avoid giving the driver an uncomfortable feeling during the downshift. According to the sixth aspect of the present invention, by increasing the shift speed during the deceleration downshift as compared with the step-down downshift, it is possible to obtain a smooth deceleration characteristic while avoiding the occurrence of a shock due to the downshift. .

According to the seventh aspect of the present invention, there is an effect that it is possible to accurately determine whether or not a downshift request has been generated due to depression of the throttle and to set an appropriate shift speed during the downshift. According to the eighth aspect of the present invention, there is an effect that the shift mode can be determined by accurately determining whether the shift is an upshift or a downshift.

According to the ninth aspect of the invention, there is an effect that the speed change speed is returned to the reference speed at an appropriate time, so that hunting of the speed ratio immediately before the end of the speed change can be avoided.

[0027]

Embodiments of the present invention will be described below. In the system configuration diagram of the continuously variable transmission shown in FIG. 3, a continuously variable transmission 1 for a vehicle combined with an engine (not shown) includes an engine-side primary pulley 2, a drive shaft (diff) -side secondary pulley 3, The pulley ratio is changed steplessly by adjusting the speed change pressure of the primary pulley side actuator 2a and the line pressure to the secondary pulley side actuator 3a. It can be changed. However, the continuously variable transmission may be of another mechanism such as a toroidal type.

The shift pressure and the line pressure are controlled and regulated by solenoid valves 7 and 8 having a function of relieving the hydraulic pressure of a hydraulic circuit 6 connected to the oil pump 5.
8 is controlled by a controller 9. Accordingly, by controlling the solenoid valves 7 and 8 by the controller 9 to control the shift pressure and the line pressure, the gear ratio can be controlled steplessly.

For controlling the gear ratio, the controller 9 includes a vehicle speed sensor 10 for detecting a vehicle speed VSP, a throttle sensor 11 for detecting an opening TVO of a throttle valve interlocked with an accelerator pedal (throttle opening detecting means), and an engine. Detection signals are input from an engine rotation sensor 12 and the like for detecting the rotation speed Ne. The controller 9 with a built-in microcomputer sets a basic gear ratio corresponding to a steady state based on these signals,
A target gear ratio that follows the basic gear ratio at a predetermined gear speed is set, and gearshift control is performed by feedback-controlling the solenoid valves 7 and 8 so that the actual gear ratio matches the target gear ratio.

Specifically, a basic gear ratio required from operating conditions is set based on the vehicle speed VSP and the throttle opening TVO, and when there is a deviation between the basic gear ratio and the target gear ratio, The target gear ratio is stepwise changed by a predetermined amount so as to gradually approach the basic gear ratio.
Then, the electromagnetic valves 7 and 8 are feedback-controlled so that the actual speed ratio of the transmission determined from the engine speed Ne and the vehicle speed VSP (output shaft speed of the transmission) approaches the target speed ratio.

Therefore, the shift speed is determined by the unit amount by which the target gear ratio is step-changed toward the basic gear ratio. Here, the state of the shift control will be described with reference to the flowcharts of FIGS. In step 1 (indicated as S1 in the figure, the same applies hereinafter), the current vehicle speed VSP is referenced by referring to a map in which the basic speed ratio i _base is stored in advance for each grid divided by the vehicle speed VSP and the throttle opening TVO. And a basic gear ratio BASE corresponding to the throttle opening TVO (basic gear ratio setting means).

In step 2, the current target gear ratio _itgt
The shift progress rate is calculated as follows from the basic speed ratio i _base set in step 1 (step progress rate calculating means). Progress ratio = 1− (| basic gear ratio−target gear ratio |) / basic gear ratio Here, gear ratio = output rotational speed / input rotational speed.

In step 3, the progress rate is equal to or less than a predetermined value.
During steady state or at the end of a shift based on
The progress rate is greater than or equal to a predetermined value.
In step 4, the routine proceeds to step 4 where a steady state is determined, and
Proceed to Step 14. On the other hand, a shift in which the progress ratio is less than the predetermined value
At the time of transition, the routine proceeds to step 5, where the target gear ratio i_tgtAnd base
Actual gear ratio i_baseUpshift based on comparison with Dow
Shift is determined. Here, the target change
Speed ratio i_tgtTransmission ratio i _baseIf is small,
This is a downshift, and conversely, the target gear ratio i_tgtGroup than
Actual gear ratio i_baseIf the
You.

If it is determined in step 5 that an upshift is being performed, the process proceeds to step 6, where the change amount ΔTVO of the throttle opening TVO within a predetermined time is less than a predetermined value (1), and It is determined whether the degree TVO is less than the predetermined value (2). The change amount ΔTVO is calculated based on the latest opening degree T.
It is calculated as VO-the opening degree TVO before the predetermined time, and is calculated as a negative value when the throttle is closed, and the predetermined value (1) is given as a negative value.

Therefore, whether or not the change amount ΔTVO is less than the predetermined value (1) is determined by whether or not the throttle opening TVO has changed stepwise in the closing direction by the predetermined opening or more. Further, the predetermined value (2) is set to a minute opening near the fully-closed state, the change amount ΔTVO is smaller than the predetermined value (1), and the throttle opening TVO is smaller than the predetermined value (2). If so, it is determined that the upshift is due to the driver releasing his / her foot from the accelerator and returning the throttle to almost fully closed. In this case, the process proceeds to step 7 and the current upshift is released. It is determined that the current mode is an upshift (second speed change mode).

On the other hand, if it is determined in step 6 that the change amount ΔTVO is equal to or more than the predetermined value (1) and / or if it is determined that the throttle opening TVO is equal to or more than the predetermined value (2), the process proceeds to step 8. Proceed to. In step 8, the change amount ΔT
It is determined whether VO is less than a predetermined value (3) and the throttle opening TVO exceeds a predetermined value (4).

The predetermined value (3) is set as a negative value larger than (close to 0) than the predetermined value (1). The state of transition from the acceleration where the amount becomes small to the steady state can be accurately determined. Further, the predetermined value (4) is set to a value larger than the predetermined value (3),
The intention of the driver to shift to the steady driving without returning the throttle from the acceleration to the fully closed position can be determined.

In step 8, the change amount ΔTVO is set to a predetermined value.
If it is determined that the value is less than (3) and the throttle opening TVO exceeds the predetermined value (4), it is determined that the driver has returned the throttle in order to shift from acceleration to steady state. In this case, the process proceeds to step 9 where the current upshift is returned to the upshift (third shift mode).
Is determined.

In step 8, the change amount ΔTVO is set to a predetermined value.
(3) When it is determined that it is not less than and / or when it is determined that the throttle opening TVO is equal to or less than the predetermined value (4), that is, it is not an upshift and a return upshift. At this time, it is determined that the upshift is accompanied by an increase in the vehicle speed VSP when the throttle opening is substantially constant, and the routine proceeds to step 10, where this is determined as an auto upshift (first shift mode).

The steps 5 to 10 correspond to an upshift discriminating means. Further, in Step 5, when it is determined that the downshift based on the comparison between the target speed ratio i _tgt and basic speed ratio i _base, the process proceeds to step 11. In step 11, the change amount ΔTVO is compared with a plus predetermined value (5). If the change amount ΔTVO exceeds the predetermined value (5), it is determined that the downshift is caused by the driver opening the throttle (depressing the accelerator), and the process proceeds to step 12. This is determined as a depression downshift (fourth shift mode).

If it is determined in step 11 that the change amount ΔTVO is equal to or smaller than the predetermined value (5), the vehicle speed VS
It is determined that P is decreasing, that is, a downshift accompanying deceleration, and the routine proceeds to step 13, where this is determined as a deceleration downshift (fifth shift mode). Steps 5, 11 to 13 correspond to downshift determination means. When the shift state is determined as described above, in step 14, the target inertia torque at the time of the shift used for calculating the shift speed is set.

It is preferable that the target inertia torque is set to increase according to, for example, an increase in the engine torque. Further, in this embodiment, even when the engine torque is the same, the target inertia torque is set according to the result of the determination of the shift state. Let each be set to a different value. Specifically, at the time of an upshift, the target inertia torque is set so as to be in the relationship of auto upshift> foot return upshift> foot release upshift, and the largest target inertia torque is set at the time of the auto upshift. The upshift is performed at a high shift speed (shift speed changing means).

In the automatic upshift, since the basic speed ratio gradually changes, by providing a relatively high speed as described above, convergence to the basic speed ratio is ensured.
It is possible to avoid giving a feeling of blow-up. Further, in the foot release upshift, a downshift request is generated due to a decrease in the vehicle speed after the throttle is fully closed, so that giving a relatively slow shift speed can avoid giving a sense of popping out.

Further, in a foot-return upshift, the basic gear ratio changes in a stepwise manner, so that if a relatively fast speed change is provided, which is substantially the same as that of an automatic upshift, the rotation will suddenly decrease, giving a sense of incongruity. 6), on the contrary, if a relatively slow shift speed that is compatible with the foot-off upshift is given,
Even though the throttle is released, the rotation does not drop much and gives the driver a sense of discomfort (see FIG. 7).
It is preferable to provide an intermediate shift speed between the auto upshift and the foot release upshift.

At the time of downshift, the target inertia torque is set so as to satisfy the relationship of deceleration downshift> step-down downshift, and a larger target inertia torque is set during deceleration downshift than during step-down downshift. The downshift is performed at a higher shift speed (shift speed changing means). This avoids a sudden increase in rotation during stepping acceleration,
The convergence of the speed ratio during deceleration can be ensured.

Here, it is preferable that the target inertia torque (gear speed) at the time of the automatic upshift and the target inertia torque (gear speed) at the time of the deceleration downshift are made substantially equal. Further, after setting a target inertia torque (shift speed) according to one of the auto upshift, the foot return upshift, the foot release upshift, the step-down downshift, and the deceleration downshift, the shift progresses and the progress ratio becomes a predetermined value. As described above, when the steady state is determined in step 4, the shift speed is set to a relatively low reference speed by setting a target inertia torque that is equal to or smaller than the foot-off upshift. It is preferable that the target gear ratio (actual gear ratio) be prevented from hunting near the basic gear ratio.

The engine torque can be estimated based on the throttle valve opening TVO and the engine speed Ne. Also, how to set the target inertia torque,
Without being limited to the above, for example, the deviation between the actual transmission ratio and the basic transmission ratio, the deviation between the current vehicle driving force and the vehicle driving force when controlled to the basic transmission ratio, the rate of change of the basic transmission ratio, The target inertia torque may be set based on the change rate of the vehicle driving force or the like, and the target inertia torque set by each setting method has the above-mentioned magnitude relationship corresponding to at least each shift type. The configuration may be set as follows.

After the target inertia torque is set, in the next step 15, the actual speed ratio i (= output shaft speed) determined from the engine speed (input speed) and the output shaft speed (output speed) of the transmission. Speed / engine speed), the output shaft speed No of the transmission, the target inertia torque TT
Based on the INR and the engine inertia torque _IE given as a constant, the step change amount SV corresponding to the shift speed is set according to the following equation.

[0049] According to SV = TTINR / (i × I E × No) the above equation, as when the target inertia torque is large, the step change, the shift speed is set faster in other words. According to the above equation, the vehicle speed (output shaft rotation speed No)
The speed change speed changes at the high vehicle speed side, so that the inertia torque during the speed change can be made constant.

Note that the step change amount for determining the shift speed is changed from a value suitable for the foot upshift to a value suitable for the auto upshift even when the mode is switched from the foot upshift to the automatic upshift. It is preferable that the speed is not changed at once, but is gradually changed to a value suitable for the automatic upshift. Further, the speed at which the shift speed follows the shift speed may be changed depending on the type of shift to be switched.

[0051] After calculating the step change of determining the shift speed, the process proceeds to step 16, the target gear ratio i _tgt varied toward the basic speed change ratio i _base by the step change SV, the target gear ratio i _tgt Update setting (target gear ratio setting means). In step 17, feedback control is performed so that the actual speed ratio i matches the target speed ratio _itgt (shift control means, speed ratio control means).

[0052] In the control shown in the flowchart of FIGS. 4 and 5, a configuration for determining the type of shift based on the change amount ΔTVO within a predetermined time period of the throttle opening TVO, the basic speed change ratio i _base Is set based on the throttle opening TVO, and a change in the throttle opening TVO changes the basic speed ratio i _base .
As shown in the flowcharts of FIG. 8 and FIG.
Instead of VO, the type of shift may be determined based on the change amount Δi _base (the latest basic gear ratio−the basic gear ratio before the predetermined time) of the basic gear ratio i _base within a predetermined time.

In the flowcharts of FIGS. 8 and 9,
Steps other than steps 6a, 8a and 11a
The steps are exactly the same as the flowcharts in FIGS.
Since the processing is performed, the description is omitted. In this embodiment,
Changes in the basic gear ratio in the upshift direction
This indicates an increase in the speed ratio (= output speed / input speed).
, The change amount Δi _baseAnd plus predetermined value
To determine the type of upshift.
Conversely, the change in the basic gear ratio in the downshift direction is
This indicates a decrease in the basic gear ratio.
Quantity Δi_baseAnd the downshift
The type of the object is determined.

In step 6a, it is determined whether or not the change amount Δi _base is equal to or more than a predetermined positive value (1), thereby increasing the basic gear ratio in accordance with the driver's closing operation until the throttle is fully closed. It is determined whether or not a change has occurred, and the change amount Δi _base is equal to or more than a predetermined positive value (1), and the throttle opening at that time is in a substantially fully-closed state less than the predetermined value (2). At times, a foot release upshift is determined.

In step 8a, the variation Δi
By determining whether or not _base is greater than or equal to a predetermined positive value (3), it is possible to determine whether or not an increase in the basic gear ratio has occurred that matches the closing operation of the driver that does not lead to full closing of the throttle. Is determined, and the change amount Δi _base is a positive predetermined value.
(3) The throttle opening at that time is the specified value
If (4) is exceeded, a foot return upshift is determined.

Further, in step 11a, the change amount Δi
By comparing _base with a negative predetermined value (5), it is determined whether or not a downshift is caused by the opening operation of the throttle (depressing operation of the accelerator), and the change amount Δi _base is determined by the negative predetermined value (5). If it is less than 5), a step-down downshift is determined, and the others are determined as a deceleration downshift.

In the above, the target inertia torque is
Although the configuration is set for each shift mode, a configuration may be used in which a fixed shift speed is set in advance for each shift mode, and the shift speed is directly set based on the determination result of the shift mode. Further, a configuration may be adopted in which a hysteresis characteristic is provided in the determination of the change amount ΔTVO, the change amount Δi _base , and the throttle opening TVO.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of a control device according to claim 1.

FIG. 2 is a block diagram showing a basic configuration of a control device according to claim 5;

FIG. 3 is a system schematic diagram of a continuously variable transmission.

FIG. 4 is a flowchart showing an embodiment of a shift control accompanied by a shift speed control.

FIG. 5 is a flowchart showing an embodiment of a shift control accompanied by a shift speed control.

FIG. 6 is a time chart showing characteristics when the shift speed is too fast during a foot return upshift.

FIG. 7 is a time chart showing characteristics in a case where a shift speed is too slow during a foot return upshift.

FIG. 8 is a flowchart showing another embodiment of the shift control accompanied by the shift speed control.

FIG. 9 is a flowchart showing another embodiment of the shift control accompanied by the shift speed control.

[Description of Signs] 1 continuously variable transmission 2 primary pulley 3 secondary pulley 9 controller 10 vehicle speed sensor 11 throttle sensor 12 engine rotation sensor

Claims (9)

[Claims] 1. A basic gear ratio setting means for setting a basic gear ratio in accordance with an operating condition; a gear control means for gradually bringing the gear ratio of a continuously variable transmission closer to the basic gear ratio in accordance with a predetermined gear speed; The upshift control in the shift control means includes a first shift mode in which the throttle opening is substantially constant, a second shift mode associated with a closing operation until the throttle is almost fully closed, and a closing up to an intermediate opening of the throttle. Upshift determining means for determining one of a third shift mode associated with an operation; and for each shift mode determined by the upshift determining means,
A control device for a continuously variable transmission, comprising: a shift speed changing unit that changes a shift speed in the shift control unit. 2. The continuously variable transmission according to claim 1, wherein said shift speed changing means sets the fastest shift speed in the first shift mode, and sets the slowest shift speed in the second shift mode. Machine control device. A throttle opening detecting means for detecting a throttle opening, wherein the basic gear ratio setting means sets the basic gear ratio based on operating conditions including at least the throttle opening; The upshift determining means determines which of the shift modes corresponds to, based on a throttle opening degree and a change amount of at least one of a throttle opening degree and a basic gear ratio within a predetermined time. The control device for a continuously variable transmission according to claim 1 or 2, wherein: 4. The control device for a continuously variable transmission according to claim 3, wherein the amount of change for determining the second shift mode is different from the amount of change for determining the third shift mode. . 5. Basic gear ratio setting means for setting a basic gear ratio in accordance with an operating condition; and shift control means for gradually bringing the gear ratio of the continuously variable transmission closer to the basic gear ratio in accordance with a predetermined gear speed. Downshift discriminating means for discriminating the downshift control in the shift control means into a fourth shift mode associated with the opening operation of the throttle and a fifth shift mode associated with deceleration; and the downshift discriminating means. For each shift mode,
A control device for a continuously variable transmission, comprising: a shift speed changing unit that changes a shift speed in the shift control unit. 6. The continuously variable transmission according to claim 5, wherein said shift speed changing means makes the shift speed in the fifth shift mode faster than the shift speed in the fourth shift mode. Control device. 7. A throttle opening detecting means for detecting a throttle opening, wherein the basic gear ratio setting means sets the basic gear ratio based on operating conditions including at least the throttle opening. The downshift determining means determines one of a fourth shift mode and a fifth shift mode based on a comparison between a predetermined amount and a change amount of at least one of a throttle opening and a basic gear ratio within a predetermined time. The control device for a continuously variable transmission according to claim 5, wherein: 8. A speed change ratio of the continuously variable transmission according to the target speed ratio, wherein the speed change control device sets a target speed ratio that follows the basic speed ratio at a predetermined speed. The upshift discrimination means or the downshift discrimination means compares the basic speed ratio with a target speed ratio to determine whether the shift is upshift or downshift. 2. The method according to claim 1, further comprising: determining one of a plurality of shift modes.
The control device for a continuously variable transmission according to any one of claims 1 to 7. 9. The speed change ratio of the continuously variable transmission according to the target speed ratio, wherein the speed change control unit sets a target speed ratio that follows the basic speed ratio at a predetermined speed. Speed ratio control means for controlling the speed change ratio, and a progress ratio calculation means for calculating a speed change progress ratio based on the basic speed ratio and the target speed ratio, and the progress ratio is equal to or more than a predetermined value. The control device for a continuously variable transmission according to any one of claims 1 to 8, further comprising: a shift speed returning unit that returns the shift speed to a reference speed.